Conveyer.



PATENTED JAN. 30, 1906,

A. W. F. STEGKEL.

GONVEYER.

APPLICATION FILED JAN. a. 1903.

5 SHEETS-SHBET 1.

alive/WH PATENTED JAN. 30, 1906.

A. W. F. STEGKEL.

CONVEYER. APPLICATION FILED JAN. 6, 1903.

5 SHEETS-SHEET 3.

PATENTBD'. JAN. so, 1906.

. W. P. STEG-KEL} 'GONVEYER.

APPLICATION FILED JAN. 6. 1003.

5 SHEETS-SHEET 4.

AWMIwIw m .llllmllliplillolllli O attend STTFS PATEN orrron.

AROHIBALD W. F. STEOKEL, OF COLUMBUS, OHIO, ASSIGNOR TO JOSEPH A. JEFFREY, OF COLUMBUS, OHIO.

CONVEYEH.

Specification of Letters Patent.

Patented Jan. 30, 1906.

Application filed January 6, 1903. Serial No. 138,043.

To all whom it may concern:

Be it known that I, ARCHIBALD W. F. STEoKEL, a citizen of the United States, residing at Columbus, in the county of Franklin and State of Ohio, have invented certain new and useful Improvements in Conveyers, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to improvements in carrying systems, it pertaining more particularly to mechanisms in which a series of cars or wheeled table-like devices are connected together in an endless series and arranged to travel upon and around a track or guideway which is approximately oval in plan view.

An apparatus of the sort which I have de' vised is especially useful in carrying on the various operations that are required in a foundry plant, though. I do not by any means limit the invention to any special use of that character.

Figure 1 is a diagrammatic plan view of a foundry apparatus embodying a carrying system containing my improvement. Fig. 2 is a plan view of the princlpal parts of the apparatus which effect the propelling of the carrier, a section of the latter being also shown. Fig. 3 is an end view of the parts in Fig. 2. Fig. 4 is a side elevation, some of thegearing being removed. Fig. 5 is a side view of one of the cars or conveyer elements. Fig. 6 is a artial end elevation of one of the same on a arger scale. Figs. 7, 8, 9, 1,0, 11, 12, and 13 show details of the track-adjusting devices. Fig. 14 is a side elevation of a section of the driving-chain, and Fig. 15 is a plan. view of the same.

A indicates the foundry-room inclosure as a whole, in which is mounted the apparatus. This is preferably so designed and has dimensions such as to adapt it for the system and the mechanism which I have devised.

Fig. 1 is a diagrammatic illustration of the positions and relationships of the parts in general. B indicates the endless carrier, which is used for carrying the molds; O, the positions of the cu ola furnace or furnaces; D, the positions 0'' the overhead trolleys or guideways, by which the ladles are supported as they are carried to the molds; E, the initial power mechanism; F F, the sets of apparatus by which power is transmitted to the end less carrier; G G, the sets of parts by which the end portions of the endless carrier are adjusted; H, the track or guide and supporting means for the cars of the endless carrier; I I, the carrier-sections, and J the chain which connects the several sections of the carrier.

The track (indicated by H) is preferably constructed of rails of substantially the common shape, arranged in such way as to provide a path having two relatively long rectilinear and parallel side portions h h and two curved end portions 7L2 h. The endless carrier or table system to be described requires that provision be made for adjustment of the end sections of the track which supports and guides it, and this I accomplish as follows: Those rails which are at the end I support upon adjustable ties or carriers in such way that they can be moved outward without affooting the relations of any part of the track with relation to the curvature at the end.

L is a base-plate which I secure firmly in position at the center of the curve, it being provided with suitable guides-such as ribs or projections. (Shown at Z Upon this is fitted a sliding plate L, having grooves or flanges of such nature as to enable it to engage laterally with the ribs or guides Z 011 the base-plate L. This slidable plate L can be adjusted by means of a screw or bolt L which engages with a threaded socket at l in a standard or lug rising up from the baseplate L, and the end of the screw being adapted to bear against the inner end of the sliding plate. After it has been adjusted to such position as desired, it can be either clamped rigidly by means of the locking device at 1 this consisting of a bolt whose head lies below the bed-plate L, or can be drawn up against its bottom surface, the stem of the bolt fitting in a slot 1". A nut on the bolt can be turned so as to bind a washer tightly down upon the sliding plate. Upon the top of the sliding plate L is mounted the tie or sleeper proper, L which is pivotally mounted, having an enlarged circular recess at Z, fitted to a boss or ring Z, rising upward from the surface of the plate L. The trackrails H rest upon this part L and it will be seen that they can, by the devices just described, be adjustable outward or inward, as thecase may require. Upon the rails of the track rest the endless series of cars or carriers, each of which is, as aforesaid, indicated by I. It can be constructed in detail in any preferred way. As shown, it is cast with a top portion '2', and with downwardly-extending brackets or legs c" i,in which are mount ed the wheels I.

i is a top plate or surface plate which can be secured to the car-frame to give a smooth working surface and which will also permit of repair in case of considerable wear.

The wheels I I are of peculiar shape, as will be seen, each having a conical periphery surface instead of being formed in the ordinary manner with a cylindrical tread and radial flange. By making them in the way shown I greatly reduce the power necessary to cause them to travel freely around their circuit, and at the same time insure that they shall be properly centered upon the rail. Each wheel is arranged with its face of-larger diameter turned inward relative to the longitudinal axis of the plate which it supports. The wheels are mounted each on its own axle I independently of the axles of the others, so as to allow for the differences in speed between the outer wheels and the inner ones as they move around the curve. Each axle is mounted in a box I that is to say, the carframe is formed with a bearing portion which rests upon the axle-journal, the cap or lower inclosing part being chambered out and adapted to serve as a lubricant-reoeptacle The cars of the entire system are secured together by means of the chain J, which is of the peculiar character illustrated that is to say, is made up of long links J, secured to the cars, and the short links J interposed between one car and the next, the long links comprising the bars and j, one vertically under the other and having their ends made divergent, as shown at The short links J 2 have flat strap bars 3' The ends of the short links are placed between the divergent ends of the long links, and at the articulating axes the long links and the short links are secured to the cars by the pintle-bolts j. The links J are too long to serve as wheel-engaging devices, and therefore I divide each of these links up into a number of equal pitched distances and interpose between the side bars pintles y' or cross-pins or lugs adapted to en gage the sprocket-teeth, and preferably provide each of these with an antifriction-roller j. The distance from one pivot-pintle j to the next is equally divided along the side of a car into these pitched distances, and the distance between the axes of articulation of one of the short links J 2 is of the same pitch.

Each-car is provided upon each side with one or more, preferably two, antifrictionguiding and pressure-taking rollers I I and parallel to the track-rails around the system are arranged vertical flanges or guide-walls B B one outside of the cars and one inside, and in such horizontal planes as to permit contact of and take pressure from the horizontal car-rollers I 1 The driving device for propelling the endless system of carriers is a second endless chain M. It is constructed of links m, having projecting arms or lugs m, so situated and pitched that they can engage with the parts at y' j on the main chain of the carrier. This driving-chain M is mounted upon sprocket-wheels l M connected to vertical shafts N N. These are placed apart for a considerable distance, so as to give a prolonged driving-line for the chain M and its lugs m. The shaft N carries a beveled wheel N which is driven by a beveled pinion N mounted on the horizontal shaft 'n.

K indicates the bottom part, and K the upper part, of the framework, in which are mounted the shafting and gearing now being described. The shaft a carries a relatively large gear-wheel O, which is driven by a smaller wheel 0, meshing with its driver 0 the latter being connected to the shaft 0, which carries the sprocket-wheel P. This wheel is connected to the initial power-shafting at E by the chain P. As shown in the drawings, there are two sets of the driving apparatus interposed between the powershafts and the endless carrier, one being indicated at F and the other at F. They are placed oppositely to each otherthat is to say, each one is arranged to engage with and drive one of the rectilinear side parts of thecarrier and the other side part, one being preferably nearer one end of the apparatus relatively and the other nearer the opposite end. In this way the power is divided and the tendency for the cars or carrier elements to press together in a region of slackness is overcome that is to say, the slack caused by one of the driving mechanisms and in front thereof is taken up and compensated for by the other but inasmuch as they are or may be duplicates of each other so far as concerns their details a description of all of the parts of the second one is not necessary. i. 1}

The purpose of the track-adjusting apparatus (illustrated in Figs. 7 to 12 and above described) will be readily understood. The

conveyer system as a whole of course is of considerable length. The chain J is correspondingly long, and the apparatus after being in use but a short time develops looseness at'the various lines of articulation, and the tension of the chain becomes so varied that there must be an adjustment of the track parts. The radius of curvature at the ends is a long one, (generally in the neighborhood of thirty feet,) and the ordinary means of varying the tension of an endless system cannot be succesfully employed. It will be seen that I dispense entirely with the large driving sprocket-wheels, which are generally used in conveyors of this sortthat is, sprocket-wheels at the arcs of curvature which wheels not only serve as guides, but as power-transmitting devices. I, on the contrar'y, drive the conveyer system by a rectilinear traveling driver, which is not dependent upon that portion which is traveling around the arc of curvature. The adjusting devices which I provide carry the curvedportion of the track bodily outward or inward on longitudinal lines, thus avoiding the variation of the radius of the curve, and I prefer to have these adjusting devices so arranged that they and that portion of the conveyer which they affect shall be entirely independent of the driving devices. The driving apparatus can therefore be always stationary, and the curved part of the track can be carried out or not, as found necessary.

What I claim is- 1. In a conveyer system, the combination of an endless series of conveyer elements connected together and arranged to travel continuously in a horizontal plane, the guiding devices for changing the direction of travel of elements at either end of the system, and the two-part driving mechanism, each part comprising an endless series of elements arranged to travel continuously in horizontal planes and to engage with. and travel parallel to the inner sides of said conveyer elements while advancing them, one part of said driving mechanism being arranged to engage with the conveyer on one side of its course, and the other part being arranged to engage with the conveyer on the opposite side of its course, substantially as set forth.

2. In a conveyor apparatus the combination of the endless series of conveyer elements, the guiding devices therefor arranged to provide two rectilinear sections of the path or circuit for the conveyer, and two curved sections, two sets of driving devices, one engaging with one of the rectilinear sections of the conveyer and the other engaging with the other rectilinear section, independently of the curved or turning sections thereof,

substantially as set forth.

3. In a conveyer-system the combination of the endless series of conveyer elements arranged to travel continuously in horizontal planes, the guiding devices therefor arranged to provide rectilinear sections at the sides of the path-circuit for the conveyer and two curved sections at the ends of the said circuit, and a driver for the conveyer having conveyer-engaging devices which travel continuously in horizontal planes and rectilinearly in parallelism with the rectilinear sections of the conveyer for a portion of their length, substantially as set forth.

4.. In a conveyer apparatus the combination of the endless series of conveyer elements, the guiding devices therefor arranged to provide two curvilinear end sections of the path or circuit for the conveyer system, means for adjusting one of the curved sections of the guide toward and from the other curved section, and a driver for the conveyer arranged to engage with that section of the conveyor which is between the two curved end sections, substantially as set forth.

5. In a conveyer apparatus the combination of the endless series of conveyer elements, the guide therefor arranged to provide two curved end sections for the path or circuit of the conveyer, and a rectilinear section between them, a driving device for the conveyer which engages therewith at the said intermediate section, and means for adjusting bodily one or both of the curved end sections of the guide independently of the driving device, substantially as set forth.

6. In a conveyer of the character descrlbed the combination with an endless series of flexibly connected cars or conveyer elements, of unflanged supporting-wheels upon which said cars or elements rest, said wheels being peripherally flared or tapered where they rest upon guide-rails, substantially as set forth.

7. In a conveyer of the class described, the combination with the cars or conveyer elements and the vertically-rotating support1ngwheels at the bottoms of the cars oi'conveyer elements, of the chain-links secured to said cars at one side thereof and above the hori zontal planes of the axles of said supporting: wheels each of said links carrying a series of draft receiving elements the links flembly connecting the adjacent ends of adj oming cars or conveyer elements together, and the driving-chain having laterally-proj ecting lugs adapted to engage with the links on said cars or conveyer elements, substantially as set forth.

8. In a conveyer of the class described the combination with an endless series of cars or conveyer elements and the rectilinearly-moving driver, of the means flexibly connecting each car or conveyer to the next, and a serles of driving devices arranged longitudinally on each car or element and held permanently n a straight line, and rigidly relative to the said car or element, substantially as set forth.

9. In a conveyer of the class described the combination with the endless series of cars or conveyer elements flexibly connected to gether and the driving-chain having driving devices which move in straight lines while in action, of the series of driving devices carried by the car arranged longitudinally thereon and held thereon in a straight line, rigidly relative to said car or element, substantially as set forth.

10. The combination with the cars or conveyer elements and the driving mechanism having drivers which travel in substantially straight lines while in action, of the longi tudinally-arranged series of pins or lugs y' secured to each car and held ri idly in line thereon, substantially as set fort 11. In a conveyer of the class described the combination with the cars or conveyer ele- &

ments flexibly connected together in endless series, of the driving devices moving in hori-' conveyer system, the combination of the rectilinear side sections, and the curvilinear end sections formed independently of said side sections and bodily adjustable relatively to said side sections, substantially as set forth.

13. In a conveyer system, the combination of the fixed sections of trackway arranged at either side of the path-circuit of the system, the curvilinear end sections and means for bodily adjusting said end sections relative to said fixed sections, substantially as set forth.

14. In a conveyer system, the combination of the fixed sections of trackway arranged at either side of the path-circuit of the system,

the curvilinear end sections completing the path-circuit from one of said sides to the other, and means for adjusting the said end sections relative to the said fixed sections comprising the bed-plate L, the sliding plate L mounted thereon and the sleeper L pivotally mounted on said sliding plate, the said curved track-sections being pivotally secured to the said sleeper, substantially as set forth.

15. In a trackway for a conveyer system, the combination of the fixed sections forming the sides of the path-circuit of the conveyer, the curvilinear section arranged to connect the said fixed sections and means for adjusting the said curvilinear section bodily relative to said fixed sections, the curvilinear section being mounted upon said adjusting means so as to be free to swing bodily about a vertical axis, substantially as set forth.

In testimony whereof I aifix my signature in presence of two witnesses.

ARCHIBALD W. F. STECKEL.

Witnesses A. RUPPERSBERG, CHAS. GosHEN 

